Internal Combustion Engine

Modeling
Dr. Alan Kromns

University of Burgundy
ISAT (Superior Institute for Automotive and Transports)
 Lecture layout
Very simple global model
0D thermodynamic model for internal combustion engine
Principle
0D Model
Sub-models
Model resolution

Spark ignition engine model

Single zone semi-empiric model .
Two zone semi-empiric model
Physical approach

Compression ignited engine

Semi-empiric model
Physical approach
To go further:
J.B. Heywood, McGraw-Hill
Pollutants formation Internal Combustion Engines Fundamentals

2
Very simple model

Willans Lines
 Very simple model : Willans lines
Global approach of the engine
Willans line method

m fuel : Mass flow rate of fuel (kg/s)
Pe : EffectivePower (W)
Pf : Friction power (W)
i LHV i : indicated efficiency(%)
LHV : Lower Heating Value (J/s)

Willans line
(source: Heywood Internal Combustion
Engines Fundamental, McGraw Hill)

Pi Pi Pcomb
Pe = i LHV m fuel Pf i = = = th comb
Pfuel Pcomb Pfuel

4
 Very simple model : Willans lines
th 40%

comb

A
comb = comb ; comb0 = 0.98 ; A = 300 ; B = 2000 rpm
0
B+N

Vd N V N
Pf = FMEP = ( f + f p N ) d
Rc 60 Rc 60

FMEP : Friction Mean Effective Pressure (Pa) 2 stroke engine : Rc = 1

f = 105 Pa; fp = 20; 4 stroke engine : Rc = 2

5
 Very simple model : Willans lines
Vd N
Pe + ( f + f p )
Rc 60
Finally: m fuel =
A
th comb 0
Results for a 2L engine B+N
Fuel Mass flow rate (g/s) BSFC (g/kW.h)
100 100 295
6 290
90 90
320
80 5 80 300

310
70 70
Torque (Nm)

Torque (Nm)
4
60 60 360

50 3 50
340
400

40 40 380
2
30 30 500
450

20 1 20
600
550

10 10
1000 2000 3000 4000 5000 6000 7000 1000 2000 3000 4000 5000 6000 7000
Engine (rpm) Engine (rpm)

Issues : - No influence of the external conditions (pressure and temperature)

- No influence of engine speed and torque on the thermal efficiciency

6
 0D thermodynamic model
for
internal combustion engines
0D thermodynamic model for engines

8
0D thermodynamic model for engines
0D model equations
First law of thermodynamic for an open system
[
dE + (eci + e pi + hi )dmi ]
out
in
= W + Q
i

dU + (hi dmi )in = W + Qcomb + Qwall

out

m cv dT + u dm + (hi dmi )in = p dV + Qcomb + Qwall

out
(1)
i

Perfect gas law (differential form)

d ( p V ) = d (m r T ) p dV + V dp = m r dT + r T dm (2)

Mass conservation law

dm = dmi (3)
i

9
 0D thermodynamic model for engines
0D model equations

V dp m r dT r T dm = p dV (2)

m cv dT + u dm = p dV + Qcomb + Qwall + (hi dmi )in

out
(1)
i
dm = dmi (3)
i

Issues :
u, cv and h varies with temperature => JANAF tables
dV: need for a volume definition as a function of
Qcomb: Vibe burning law
Qwall: empirical correlation for wall heat transfer
dmi: mass transfer calculation model

10
0D thermodynamic model for engines
Sub-models
1/ JANAF polynomial tables
5 j 5 j 1 j
C p i (T ) = R a i T j 1
hi (T ) = R a i T + a i6
i =1 i =1 j

11
0D thermodynamic model for engines
Sub-models
2/ Volume
L: connection rod length
B: cylinder bore
R: crankshaft radius
: crank angle

V ( ) = VTDC +
B2
4
(L + R R cos + L2 R 2 sin 2 )
dV B 2 R 2 sin cos
= R sin +
d 4 L2 R 2 sin 2

12
0D thermodynamic model for engines
Sub-models 1
n=1
n =3
3/ Vibe burning law 0.8
n =5
0.6
xb: burned mass fraction

xb
i : ignition angle 0.4

: Combustion duration 0.2

n: shape factor 0
0 20 40 60
Crank Angle ()
n+1
i 0.12
a n= 1

xb = 1 e 0.1 n= 3
n= 5
n +1 0.08

dxb a (n + 1) i
n i

dxb/d
a

0.06
= e
d 0.04

0.02
dQcomb dx
= m fuel LHV b 0

d d
0 20 40 60
Crank Angle ()

13
0D thermodynamic model for engines
Sub-models
4/ Wall heat transfer
Assumptions : Heat transfer mainly mainly occurs
through forced convection

= h S i (Ti T ) , i: piston, cylinder, valves, ...

dQ
dt i

Numerous correlation for h as a function of the engine type

(Gasoline, Diesel) : Woschni, Han, Eichelberg

14
0D thermodynamic model for engines
Sub-models
5/ Mass flow
Assumptions:
The flow is quasi-steady, adiabatic and compressible
Flow from upstream (up) to downstream (ds)
The flow is calculated for the conditions at the minimum area
+1
dmi 2 2

= S i Cd i Pup X X

dt ( 1)rupTup


Pds 2 1
X = max , X c with X c =
P +1
up

15
0D thermodynamic model for engines
Model resolution

V mr r T dp p dV
out
0 m cv u dT = p dV + Qcomb + Qwall + (hi dmi )in
0 0 1 dm
i


i
dmi

System of ordinary differential equation (ODE)

Type: M y ' (t , y ) = f (t , y )
Matlab ode solver (ex: ode45 : Runge-Kutta 4-5)

16
0D thermodynamic model for engines
Results without combustion
25 700

Pressure (bar) 20 600

Temperature (K)
15 500

10 400

5 300

0 200
0 90 180 270 360 450 540 630 720 0 90 180 270 360 450 540 630 720
Crank Angle () Crank Angle ()
700

600
Engine specifications
500
Type Renault F4R (1998 cm3)

Mass (mg)
400
Bore (mm) 82.7
300
Stroke (mm) 93
200
Connecting Rod length (mm) 144
100
Compression ratio 11.5
0
0 90 180 270 360 450 540 630 720
Crank Angle ()

17
Spark ignition engine modeling
 Spark ignition engine modeling
Semi-empiric approach : single-zone model
A bit of physics
Combustion:
flame front propagation
Mixture:
homogeneous and stoichiometric

Assumptions
No change in the mixture
composition
Combustion modeled by
Vibe burning law
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 Spark ignition engine modeling
Semi-empiric approach : single-zone model
700
2000 cm3 2000 rpm full load 600
80
500

Mass (mg)
400
60
Pressure (bar)

300

40 200

100
20 0
0 90 180 270 360 450 540 630 720
Crank Angle ()
30000 100
0 90 180 270 360 450 540 630 720
2500
Temperature (K)

2000

Pressure (bar)
1500 10

1000

500
1
0
0 90 180 270 360 450 540 630 720
Crank Angle () 40 100 200 300 400 600
Volume (cm3)
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 Spark ignition engine modeling
Semi-empiric approach : single-zone model
400
2000 cm3 2000 rpm pint. : 0.4 bar
30
300
25

Mass (mg)
200
Pressure (bar)

20

15
100
10

5 0
0 90 180 270 360 450 540 630 720
Crank Angle ()
30000 100

2500
Temperature (K)

Pressure (bar)
2000
10
1500

1000

500 1
0
0 90 180 270 360 450 540 630 720
Crank Angle () 40 100 200 300 400 600
Volume (cm3)

21
 Spark ignition engine modeling
Semi-empiric approach : single-zone model
230
1 235
245
255
240
Intake pressure (bar)
290 310
0.8
250 270 400
260 280
270 450
0.6 280
300 400
320 450 500
350
0.4

0.2
1000 2000 3000 4000 5000 6000 7000
Engine speed (rpm)

22
 Spark ignition engine modeling
Semi-empiric approach : two-zone model
Hypothesis:
Combustion: flame front propagation
Two zones: Burnt gases / Fresh gases
Mixture: homogeneous in each zone
Pressure: homogeneous inside the cylinder

Unknown :
Fresh gases: Tu, Vu, mu
Burnt gases: Tb, Vb, mb
Pressure: P

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 Spark ignition engine modeling
Semi-empiric approach : two-zone model
7 Unknown 7 equations
Fresh gases:
First law of thermodynamic for an open system
Perfect gas law (differential form)
Mass conservation law

Burnt gases:
First law of thermodynamic for an open system
Perfect gas law (differential form)
Mass conservation law

Volume: dVu + dVb = dV

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 Spark ignition engine modeling
Semi-empiric approach : two-zone model
7 Unknown 7 equations

Vu mu ru ruTu P 0 0 0 dP 0
0 Q
uu hu

mu cv ,u P 0 0 0 dTu wall ,u

0 0 1 0 0 0 0 dmu dmi ,u
i
0 0 0 1 0 0 1 dVu = dV
V 0 0 0 mb rb rbTb P dTb 0
b
0 0 0 0 0 1 0 dmb dmi ,b
0 0 0 0 mb cv ,b ub hu P dVb Q
i
wall ,b

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 Spark ignition engine modeling
100 600

80 500

Volume (cm3)
Pressure (bar)

400
60
300
40
200
20 100

0 0
0 90 180 270 360 450 540 630 720 0 200 400 600 800
Crank Angle () Crank Angle ()

700
3000
600
2500
Temperature (K)

500

Mass (mg)
2000
400
1500
300
1000 200
500 100
0 0
0 90 180 270 360 450 540 630 720 0 90 180 270 360 450 540 630 720
Crank Angle () Crank Angle ()

26
 Spark ignition engine modeling
Physical approach

3 zone model
Flame front description
Turbulence model

27
Compression ignition engine
modeling

28
 Compression ignition engine modeling
Semi-empiric approach : single-zone model
A bit of physics
Auto-ignition
Combustion:
premixed flame + diffusion flame
Mixture:
(Source: Bosch)
heterogeneous and lean (locally rich)

Assumptions
No change in the mixture
composition
Combustion modeled by
two phases of Vibe

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 Compression ignition engine modeling
Heat release rate :

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 Compression ignition engine modeling
Semi-empiric approach : single-zone model
100 600
2000 cm3
500
80
2000 rpm

Pressure (bar)
400

Mass (mg)
60
= 0.8 300
40
200

20 100

0 0
0 90 180 270 360 450 540 630 720 0 90 180 270 360 450 540 630 720
Crank Angle () Crank Angle ()
100
2000
Temperature (K)

Pressure (bar)
1500
10

1000

500
1
0 90 180 270 360 450 540 630 720 20 100 600
Crank Angle () Volume (cm3)

31
 Compression ignition engine modeling
Semi-empiric approach : single-zone model
2000 cm3
10000
2000 rpm
= 0.8

Heat release rate (J/s)

8000

6000

4000

2000

0
340 360 380 400
Crank Angle ()

32
 Compression ignition engine modeling
Semi-empiric approach : single-zone model
60 600
2000cm3 50 500

2000 rpm

Pressure (bar)
40 400

Mass (mg)
30 300
= 0.4
20 200

10 100

0 0
0 90 180 270 360 450 540 630 720 0 90 180 270 360 450 540 630 720
Crank Angle () Crank Angle ()

1200 100

1000
Temperature (K)

Pressure (bar)
800 10

600

400
1
0 90 180 270 360 450 540 630 720 20 100 600
Crank Angle () Volume (cm3)
33
 Compression ignition engine modeling
Auto-ignition modeling
At high pressure and Temperature
Slow and exothermic Oxydation
Self-acceleration
Explosion

Chain reaction
Increasing amout of active species (OH*,CH*,)
Enough concentration
=> Auto-ignition

34
 Compression ignition engine modeling
Auto-ignition modeling
Chemical delay : Ignition Delay Time
= K P 0.5 exp( Ea / RT )

Example:
Hydrogene : K = 3.7 10-6 s, Ea = 50 kJ/mol
N-heptane : K = 5 10-9 s, Ea = 109 kJ/mol
Conditions 1 : T, P atm
Conditions 2 : 1000 K, 30 bar

35
 Compression ignition engine modeling
Chmela single-model (1999)
Instantaneous vaporisation of the fuel
Spray kinetic energy is dominating
Ignition delay calculation

Detail
= Cmod f1 (m f , Q ) f 2 (k ,V )
dQ
Heat release:
d
Assumptions:
The heat release rate is proportionnal to the amount of fuel
available for the combustion f1 (m f , Q) = m f Q / PCI

C rate
k Crate: Mixing rate parameter
f 2 (k ,V ) = e
3
V k: Turbulent kinetic energy density
V: Combustion chamber volume

36 36
 Compression ignition engine modeling
Multizone model: Hiroyasu (1983)
Spray discretisation in 250 zones

Temporal evolution of each zone

Vaporisation
Air entrainment
Auto-ignition
Combustion

37
 Compression ignition engine modeling
Multizone model: Hiroyasu (1983)

38
Pollutants formation

39
 Pollutants formation
NOx sources
Thermal NOx: NOx formed at high temperature
Model : Zeldovich mechanism

Fuel NOx: Nitrogen already contained in the fuel

Conversion of fuel bound of nitrogen to NOx during
combustion

Prompt NOx: reaction of atmospheric nitrogen, N2,

with radicals such as C*, CH*, and CH2*
Model: Prompt NO mechanism

40
 Pollutants formation

Zeldovich mechanism (1947)

N2 + O

1
NO + N k1 = 7.6 1013 e ( 38000 / T ) k 1 = 1.6 1013
N + O2
2
NO + O k 2 = 6.4 109 e ( 3150 / T ) k 2 = 1.5 109 e ( 19500 / T )
N + OH
3
NO + H k3 = 4.11013 k 3 = 2.0 1014 e ( 23650 / T )

d [NO] 1 [ NO]2 ( K [O 2 ][ N 2 ])
= 2k1[O][ N 2 ]
dt 1 + k 1[ NO] (k 2 [O 2 ] + k3 [OH]
k1k 2
K=
k 1k 2

41
 Pollutants formation
Dissociation
Theoretically :

y z y z
C x H y O z + x + (O 2 + 3.76 N 2 ) x CO 2 + H 2 O + 3.76 x + N 2
y
4 2 2 4 2

y z
C x H yO z + x + (O 2 + 3.76 N 2 ) n CO 2 CO 2 + n H 2O H 2 O + n CO CO + n H 2 H 2 O + n O 2 O 2 + n N 2 N 2
4 2

For a lean mixture ( < 1): nCO = 0 and nH2 = 0

For a stoichiometric or rich mixture ( 1): Water-gas shift reaction et equilibrium

CO 2 + H 2 CO + H 2 O

42